Vertical-lift double-deck parking structure

ABSTRACT

This invention relates to a double-decked parking structure having a ground-anchored bedframe carrying two upright stanchions located in transversely spaced parallel relation to one another so as to admit an automotive vehicle therebetween. These stanchions each carry two rails, one on the front face extending from near ground level up to at least roof-top height and the second continuing on up beyond the first but along the rear face thereof. An elevatable subframe is mounted between the stanchions for movement vertically thereof between a raised or elevated position and a lowered one resting on the ground. This subframe includes a horizontal vehicle-support platform, the major portion of which projects forwardly beyond the stanchions, and a pair of upright masts that mount grooved rollers which run along the rails. A pair of hydraulic rams connected between the bedframe and subframe are operative upon actuation to raise and lower the latter.

United States Patent 1 1111 3,750,899 Greer [4 Aug. 7, 1973VERTICAL-LIFT DOUBLE-DECK PARKING STRUCTURE Inventor: Edward M. Greer,Beverly Hills,

Calif.

Crown Parking Products Co., Commerce City, Colo.

Filed: Mar. 18, 1971 Appl. No.: 125,700

Assignee:

US. Cl. 214/16-1 EC, 187/8.59 Int. Cl B66f 7/04 Field of Search 214/l6.1EC, 16.1 E,

2l4/16.l ED, 707, 660; 187/8.59

References Cited UNITED STATES PATENTS 10/1958 Simmons, Sr 214/l6.l EC X6/1968 Fisher, Sr. et al. 214/16.1 EC 2/1955 Young 214/l6.l EC X l/l97lVillars 187/859 X 7/1951 Sasgen et a1. 214/707 FOREIGN PATENTS ORAPPLICATIONS 4/1952 Australia 187/859 7/1969 Great Britain 2l4/16.l EC

Primary Examiner-Robert J. Spar Attorney-Anderson, Spangler & Wymore 57]ABSTRACT This invention. relates to a double-decked parking structurehaving a ground-anchored bedframe carrying two upright stanchionslocated in transversely spaced parallel relation to one another so as toadmit an automotive vehicle therebetween. These stanchions each carrytwo rails, one on the front face extending from near ground level up toat least roof-top height and the second continuing on up beyond thefirst but along the rear face thereof. An elevatable subframe is mountedbetween the stanchions for movement vertically thereof between a raisedor elevated position and a lowered one resting on the ground. Thissubframe includes a horizontal vehicle-support platform, the majorportion of which projects forwardly beyond the stanchions, and a pair ofupright masts that mount grooved rollers which run along the rails. Apair of hydraulic rams connected between the bedframe and subframe areoperative upon actuation to raise and lower the latter.

20 Claims, 16 Drawing Figures Pmmm 1w 3,750,899

sum 5 org 2% V INVENTOR EDWARD M. GREER Z3 ToRl g' PAIENIifl 1W3.750.899

SHEU 6 0F 6 INVENTOR EDWARD M. GREER BY g M} VERTICAL-LIFT DOUBLE-DECKPARKING STRUCTURE A more efficient and, therefore, economical use ofland for parking purposes has been a goal of the parking lot operator,landowner and others almost since the advent of the modern automobile.The multilevel concept, either above or below ground, offers the onlyhope for increasing utilization of a given land area for parkingautomobiles. This concept has found expression in many differentphysical forms, some of which are in widespread use especially incongested urban areas.

The principal type of multilevel parking structure is, of course, theparking building with ramps or elevators being used to get the vehiclesto the various parking areas. This type of parking structure can bebuilt either above or below ground. While widely used, multistoriedparking buildings are generally considered uneconomical and most ofthem, for this reason, are operated at the break-even point or perhapsat a loss in conjunction with some more profitable business like a bankas a convenience for its customers.

Open framework multilevel parking structures of both the ferris wheeltype and those having elevators carrying the cars on pallets to selectedstalls or pigeonholes have enjoyed only minimal public acceptance andthis largely in Europe and the Far East rather than the United States.In addition to being aesthetically unacceptable to many people, theretrieval time is often excessive and mechanical breakdowns result inthe cars being trapped until repairs can be made.

One solution to the increased utilization of a parking area that isproving quite acceptable is to double-deck the vehicles. One unit ofthis type utilizes a tilt-up prin cipal to lift one car into asuperimposed position where a second can be located therebeneath.Heretofore, however, a double-deck unit employing a straight verticallift has not enjoyed any widespread commercial success.

The vehicle lifts used in the service bays of garages and gasolinestations provide no answer to the doubledeck parking problem because nosecond vehicle is ever placed underneath the one in elevated position.Thus, the commonplace centerpost hydraulic lifts can be used withexcellent results in a garage while the same unit would be useless on aparking lot as a means for stacking two cars one above the other. Eventhose filling station lifts having the vehicle-support platform liftedat the corners by upstanding cornerposts are far too complicated andexpensive to ever be practical as a parking lot lift mechanism eventhough, conceivably, a second car could be accommodated beneath thefirst.

One of the major problems that must be solved in a vertical liftdouble-deck parking structure is access to ground level. Another isadequate shielding for the roof of the car underneath so as to protectit against crankcase drippings, grease and even snow and water from thecar above. Safety devices to insure that the vehiclesupport platformremains securely latched in elevated position whether loaded or not are,of course, very necessary. On the other hand, if a power failure or someother type of malfunction should occur, means must be provided forlowering the vehicle-support platform to ground level so as to retrievethe car therefrom.

It has now been found in accordance with the teaching of the instantinvention that these and other problems can be overcome while, at thesame time, providing an economical vertical-lift double-deck parkingstructure by mounting the vehicle-support platform between a pair ofupstanding stanchions in forwardly off set relation to the latter andlifting same with a pair of simple hydraulic rams. By displacing themajor part of the platform forwardly of the stanchions, both doors tothe driving compartment are free to swing open thus providing thenecessary access thereto for the driver. This overhanging platformcreates a condition of imbalance that produces a torsional :moment onthe stanchions tending to bend them forwardly. Such torsional moment isused to hold a pair of vertically spaced and horizontally offset rollersmounted on each mast of the subframe for the vehicle-support platform insecure rolling engagement with rails on the front and rear stanchionfaces. Conversely, this roller-rail connection supports the platform incantilever fashion for vertical movement up and down the stanchions.Self-actuating latches releasably lock the subframe in its elevatedposition and, with these latches released, one can bleed the rams at acontrolled rate to manually lower the platform in the event of amalfunction of some sort.

It is, therefore, the principal object of the present invention toprovide a novel and improved vertical-lift double-deck parking structurefor automotive vehicles.

A second objective is the provision of a unit of the type aforementionedthat takes up no more ground area than that required to park a singlecar.

Another object of the within described invention is to provide a vehiclelift for parking lots that doubles the capacity of the area withoutrequiring additional personnel.

Still another objective of the invention forming the subject matterhereof is to provide a unit of the class described having a cantileveredvehicle-support platform that leaves the driving compartment fullyaccessible through either door.

An additional objective is the provision of a vehiclelifting and storingapparatus that can be ganged so that several such units can be operatedby a single hydraulic pump thus effecting a substantial cost saving.

Further objects of the invention herein disclosed and claimed are toprovide a double-decked parking structure that is simple, rugged,relatively inexpensive, reliable, easy to operate, safe, versatile,maintenance-free, unobtrusive and one capable of handling nearly all US.and foreign-made passenger automobiles regardless of size.

Other objects will be in part apparent and in part pointed outspecifically hereinafter in connection with the description of thedrawings that follows, and in which:

FIG. 1 is a perspective view looking slightly down and to the left uponthe double-deck parking strucrure;

FIG. 2 is a side elevation of the unit, an automobile having beenindicated by broken lines in elevated position on the raisedvehicle-support platform;

FIG. 3 is a front elevation of the unit to an enlarged scale, portionsof one stanchion having been broken away to reveal the upper groovedroller carried by the subframe;

FIG. 4 is a side elevation similar to FIG. 2 but to a larger scaleshowing the bedframe, stanchions and associated braces without thesubframe;

FIG. 5 is a side elevation to the same scale as FIG. 4 showing thesubframe in relation to the stanchions, the latter having been shown inbroken lines;

FIG. 6 is a fragmentary elevational view to a further enlarged scaleshowing the roller subassemblies on one side of the subframe, portionsof the latter having been broken away to conserve space;

FIG. 7 is a top plan view of the vehicle-support platform and associatedelements of the subframe to which it is attached;

FIG. 8 is a longitudinal section taken along line 8-8 of FIG. 7;

FIG. 9 is a transverse section taken along line 9-9 of FIG. 7;

FIG. 10 is a fragmentary detail to an enlarged scale showing the pivotedT-crank that simultaneously disengages the latch pins;

FIG. 11 is a fragmentary sectional detail to the same scale as FIG. 10showing the bracket that pivotally mounts the T-crank;

FIG. 12 is a fragmentary elevational detail to the same scale as FIGS.10 and 11 showing a latch pin and the associated stop engaged thereby,portions of the tubular latch pin guide having been broken away andshown in section to more clearly reveal the interior construction;

FIG. 13 is a fragmentary front elevational detail showing one of thegrooved rollers along with the mounting therefor, half having been shownin elevation and the other half in diametrical section;

FIG. 14 is a fragmentary side elevational detail of the grooved rollerand rail therefor to the same scale as FIG. 13 with portions of saidroller having been broken away and shown in section to better reveal theinterior construction;

FIG. 15 is a fragmentary elevational view showing the manner in whichone of the stanchions is detachably connected to a stanchion of a secondunit located alongside thereof; and,

FIG. 16 is a schematic hydraulic diagram showing the system as used toindependently control two lifts.

Referring next to the drawings for a detailed description of the presentinvention and, initially, to FIGS. 1 5, inclusive for this purpose,reference numeral 10 has been chosen to designate the vertical-liftdoubledeck parking structure of the present invention in its entiretywhile numerals 12 and 14 are employed to similarly denominate thebedframe and subframe, respectively, thereof. The bedframe 12 has a pairof horizontally disposed base members 16 that extend longitudinallyalong the ground in transversely spaced essentially parallel relation toone another so as to admit a passenger automobile 18 (broken lines inFIG. 2) therebetween. The front ends of these base frame members are notconnected together inthe particular form shown although the rear endsthereof are interconnected by a transverse element 20. As revealed mostclearly in FIG. 4, transverse element 20 comprises a length of angleiron laid flange-edge-down to define an inverted V-shaped wheel chockagainst which the rear wheels of the car on the ground are positioned.

Mounted atop the base members 16 are a pair of upstanding transverselyspaced parallel stanchions 22 that are interconnected at their upperends by transverse member 24 to define an arch. Diagonal braces 26 inthe upper corners prevent sidewise movement of the arch under load.These stanchions each comprise two sections welded together inend-to-end relation, the lower section 22L being essentially verticalwhile the upper section 22U is tilted rearwardly a few degrees. Thefront faces of each of the lower sections 22L carry a pair oftransversely spaced parallel rails 28F (FIGS. 4 and 5) having agenerally V-shaped cross section while the rear faces of the uppersections 22U are similarly provided with V-shaped rails 28R, the lowerends of which extend down onto the rear faces of lower sections 22L andthus overlap rails 28F for a few inches even though on opposite faces ofthe stanchions.

Each of these stanchions is truss-braced against a forward bendingmoment by tying same to the base frame members 16. Upright member 30parallels the lower section 22L of the stanchion spaced to the rearthereof and horizontal member 32 cooperates therewith and with the basemember to define a rectangle braced by diagonal 34 extending from thelower rear corner to the top front one. A second diagonal brace 36cooperates with diagonal 34 and with the upright 30 and upper stanchionsection 22U to define a parallelogram reaching upwardly and forwardly tothe upper half of each stanchion. A corner bracket 38 and fillet plate40 at the top corner complete the truss-bracing as revealed most clearlyin FIG. 4.

Next, particular reference will be made to FIGS. 1, 2, 3, 5 and 6 for adetailed description of the subframe 14. A pair of transversely spacedside frame elements 42 extend longitudinally in parallel relation andare interconnected by front and rear cross frame members 44 and 46,respectively. The aforementioned elements of the subframe l4 cooperateto define a rectangular box frame sized to fit between the base elements16 of the bedframe 12. A pair of transversely spaced parallel mastmembers 48 project vertically from the side frame elements 42. Thesemast elements are transversely aligned with one another and are attachedat points intermediate the ends of the side frame elements 42. Anglebraces 50 extend upwardly and forwardly from the rear ends of the sideframe elements 42 to box connector 52 that extends longitudinallybetween the top of the latter and the top of the mast members 48.

A pair of angle brackets 54 cooperate with face plates 56 to fasten abox beam 58 to the top of the box connectors 52 as shown most clearly inFIG. 5. Beam 58 extends transversely across the top forward edge ofthese connectors 52 and cooperates therewith and with the mast elements48 to define a bail that is used to lift the subframe. Note in FIGS. 1and 6 that the box beam has the opposite ends thereof projecting outbeyond the mast members forwardly thereof and in overhanging relation tothe base elements of the bedframe 12 where the hydraulic servomotors 60are connected therebetween that become operative upon actuation to raiseand lower the subframe.

Next, as seen most clearly in FIGS. 2 and 5, the mast members 48 arepositioned just ahead of and inside the stanchions 22 to which they areconnected for relative rolling engagement by means of grooved rollersubassemblies that have been identified in a general way by numerals 62Fand 62R that will now be described in detail in connection with FIGS. 6,l3 and 14. Welded or otherwise attached to the outside of box connector52 spaced rearwardly of mast element 48 (FIG. 5) is a reinforcing plate64U that carries the block 66 from which stub shaft 68 projectstransversely. A pair of flanged bushings 70 fit over the shaft andjournal circumferentially grooved roller 72 for rotation thereon about ahorizontally extending transverse axis. A vertically extending U-shapedyoke 74 is fastened to the block 66 so as to cooperate therewith todefine a rectangular opening for the roller while providing support forthe outer end of the stub shaft as well as holding the bushings inassembled relation on the latter. Both the front and rear portions ofthe rollers 72 project well beyond the corresponding vertical margins ofthe yoke 74 in position to engage the V-shaped rails 28 in the mannerclearly revealed in FIG. 14.

A similar plate 64L (FIGS. 5 and 6) is fastened to the outside of themast element 48 adjacent the lower end thereof where it mounts the block66, stub shaft 68, bushings 70, grooved roller 72 and yoke 74 of thelower grooved roller subassembly 62L. Thus, as revealed most clearly inFIG. 5, the lower roller subassembly 64L rides vertically along thefront rail 28F on the lower section 22L of the stanchion while the upperroller subassembly 62R rides up the rear rail 28R on the upper section22U thereof. The length and location of the rails is such that thegrooved roller subassemblies travel between the ends thereof as thesubframe 14 travels from its lowermost position resting on the groundbetween the base members 16 of the bedframe 12 to its fully raised orelevated position shown in FIGS. 1, 2 and 3. Note also in connectionwith FIG. 2 in particular that the center of gravity of automobile l8lies well forwardly of the mastelements 48 of the subframe thusproducing a forwardly overbalanced condition tending to turn thesubframe clockwise and force both roller subassemblies 62L and 62Utightly against their respective rails 28. It is this samerelationship'that allows the automobile l8 tosit atop platform 76sufficiently far forward to permit the doors 78 to the drivercompartment to be opened in boththe lower and upper positions of thesubframe. Also, the slight rearward inclination of the upper section 22Uof the stanchions causes a corresponding elevation in the front end ofplatform 76 so that it reaches its uppermost position with a slightrearward tilt that holds the rear wheels of the car securely up againstrear wheel chocks 80so that it cannot roll forward accidently.

In FIG. 7, 8 and 9 to which reference will now be made, the platform 76is most clearly shown that forms an integral part of subframe 14. Thisplatform rests atop and is fastened to the front and rear cross framemembers 44 and 46 of the box frame between side frame elements 42thereof. The front cross frame member 44 is positioned just forward ofthe transverse center line of the platform so that a goodly portion 82of the latter projects forwardly therebeyondwhile the rear cross framemember lies closely adjacent the rear end thereof. As shown, the rearwheel chocks 80 are directly over the rear cross frame member 46 so thatthe rear wheels of the vehicle come to a stoprather close to the rearedge of the platform.

The platform is rectangular in shape with upstanding wheel-engagingcurbs 84 bordering both side margins thereof. Adjacent these curbs onthe inside thereof in transversely spaced parallel relation to oneanother lie a pair of wheel-receiving channels 86 that extendlongitudinally of the platform. The rear wheel chocks 80 along withafront pair 88 spaced forwardly of the latter are located within thesechannels. Transverse ribs 90 in the bottom of the channels where thevehicle wheels will come to rest provide reinforcement in these areasofmaximum loading. The area between these channels is taken up by anisland 92 having a shallow troughshaped configuration adapted to catchcrankcase drippings, water and snow and convey it off the ends where itwill miss the car underneath.

When the subframe I4 is resting on the ground, the cross frame elements44 and 46 thereof hold the major portion 94 of the platform inhorizontal position but off the ground by an amount orresponding to thedepth of the aforesaid cross frame elements as shown quite clearly inFIG. 8. The portion 82 thereof lying forwardly of cross frame element44, on the other hand, slopes downwardly to ground level where thefeathered leading edges 96 at the front extremity of the channels 86receive the vehicle wheels.

Next, looking at FIGS. 3, 7 and 9 12, inclusive, it:

throughopening 102,.The purpose of bracket 100 is to lower the T-crankdown far enough for rigid links 1'12L, 112R and 114 to passsubstantially horizontally beneath channels 86. Right and left links112R and 1121. have their hooked inner ends pivotally attached toopposite ends of the cross bar 116 of the crank as.

shown in FIG. 10 while the outer endsthereof are threadedintoretractable latch pins 118R and I18L, respectively. In the particularform shown, each of the links 112 comprises two threaded rod sections ofopposite hand interconnected in end-to-end relation by a turnbuckle 120.

Rotation of the crank counterclockwise as veiwed from above in FIGS. 7and 10 acts through the links ll2 to extend the latch pins 118 towardthe inside faces I of the lower stanchion sections 22L where they extendside frame elements 42 by means of suitable brackets.

l32 provided for the purpose. The outer end of the pin, of course,emerges onto the outside of the side frame element through an openingprovided for this purpose in web 130. a

The upper outside corner of the latchpin is truncated as shown at 134 soas to provide a cam surface positioned to engage a similarly inclinedsurface 136 on the base of the stop 122 as the subframe moves up betweenthe stanchions. These surfaces cooperate with one another to cam thelatch pin into retracted position against the action of spring 124 untilsaid pin can move into latched position above the stop. The spring 124,of

. course, holds the pins in their extended latched posistop adapted toengage the cross bar 116 of the T-crank thus limiting the angular extentof its clockwise rota tion.

In FIG. 15, the upper right and left-hand corners of adjacent bedframes12 have been shown fastened together by a pair of fasteners and aslotted connecting plate 140 bridging the adjacent upper stanchionsections 22U. Several of the parking structures can be ganged" togetherin this manner and operated by a single hydraulic system.

Next, with reference to FIG. 16, it will be seen that the electricallyoperated pump 142 takes hydraulic fluid from a reservoir 144 and pumpsit past check valve 146 into feed manifold 148. A pressure gage 150monitors the hydraulic pressure and a needle valve 152 connected inbranch line 154 between the feed line and the gage enables the latter tobe disconnected.

On downstream of gage 150 in a second branch line 156 is connected apressure relief valve 158. This valve becomes operative at apredetermined pressure in bypass line 160 to shift valve element 162 tothe right against the bias exerted thereon by compression spring 164thus connecting passage. Actuation of the valve element as abovenoted,'connects branch line 156 back into the reservoir 144 throughvalve passage 166. As presently operated, the dead-head pressuredeveloped by pump 142 is about 2,100 psi. which is excessive, therefore,pressure relief valve 158 is used to maintain a maximum pressure ofaround 1,850 psi.

Parallel branch feeder lines 168A and 168B take fluid from manifold 148and deliver it to manually actuated control valves 170A and 170B. Thesevalves each have a neutral position, a feed" position and an exhaust"position. A spring 172 returns the valve to its neutral positionillustrated following actuation to either of its operative positions.Actually, these valves are of the pedal-operated type where the operatoractuates them to either lift or lower the subframe with his foot.

The two hydraulic rams 60AR and 60AL that are found on the right andleft sides of the unit A subframe are connected in parallel with oneanother in branch line 168A downstream of valve 170A. Similarly, therams 60BR and 60BL of the B unit are connected in parallel in line 1688downstream of valve 170B.

Now, when the pump 142 is being driven by pump motor 174, the manifold148 is pressurized along with branch lines 168A and 1688 leading to thecontrol valves. When one of these valves is shifted into its feedposition (downwardly in FIG. 16) the rams 60R and 60L associatedtherewith receive fluid through passage 176 thus causing the piston rods178 to extend simultaneously lifting the subframe l4 riding atopthereof. Conversely, shifting the control valve 170 into its exhaustposition connects the ram cylinders into one of the exhaust linebranches 178A or 178B through port 180 and these branches, in turn, joinexhaust manifold 182 which returns fluid to the reservoir 144 throughfilter 184. If, for some reason, motorized pump 142 is broken down orotherwise inoperative to actuate the rams 60, a hand pump 186 connectedbetween the feed manifold 148 and reservoir 144 can be used for thispurpose. A check valve 188 prevents fluid from reentering the hand pumpduring the return stroke thereof when the motorized pump 142 is beingused to actuate the rams 60.

Motor 174 is controlled by a starting switch 190 located on a stand 192at the front of the bedframe as shown in FIGS. 1 and 2. The operatorturns this switch on to energize the motor and start the pump before heactuates a control valve. These control valves will all be in neutralposition cutting off the supply of fluid to the hydraulic rams. Thefluid will merely be circulating through the pump and pressure reliefvalve back to the reservoir until a control valve is actuated.

With a car on the vehicle support platform and the latter on the ground,the operator will actuate the control valve to its feed position thusallowing fluid to enter the hydraulic cylinders and raising the subframeon the piston rods. Once the subframe has elevated to the top of thestanchions and the piston rods are fully extended, the fluid will, onceagain, return to the pump past the pressure relief valve as the fluidpressure rises above the predetermined maximum.

Release of the control valve to its neutral position will seal off thefluid in the cylinders and lines leading thereto downstream of saidvalve thus keeping the subframe in its elevated position. When the timecomes to lower the car on the elevated platform to the ground, it isonly necessary to manually retract the latch pins 118 and shift thecontrol valve into its exhaust position thereby allowing the fluid todrain from the cylinders at a controlled rate. This, of course, is donewith the pump de-energizecl as it or the hand pump are only operative toraise the platform, not lower it.

What is claimed is:

1. The elevator for parking automotive vehicles in double-deck stackedrelation which comprises: a bedframe including a pair of uprightstanchions spaced apart transversely a distance adapted to receive anautomotive vehicle therebetween, said stanchions having front and rearpairs of parallel rails extending longitudinally thereof; an elevatablesubframe mounted between the stanchions of the bedframe for verticalmovement between a lowered position at ground level and an elevatedposition raised to a height sufficient to receive a vehicletherebeneath, said subframe including upstanding mast members and frontand rear pairs of rollers journalled on said mast members for rotationabout transversely-extending horizontal axes spaced one above the otherin parallel relation, said front and rear pairs of rollers beingpositioned and adapted to ride the front and rear pairs of railsrespectively with the latter roller pair rearwardly offset above theformer, and a horizontally disposed vehicle support platform extendingfore and aft between the stanchions in forwardly offset relation theretoso as to continually bias the rollers against their respective tracks; apair of upstanding extendable jack-forming subassemblies positioned intransversely spaced relation adjacent the stanchions and directlyconnected to the mast members of the subframe; and, common drive meansconnected to said jack-forming subassemblies operative upon actuation tosimultaneously actuate same in the same direction and at the same speed,said jack-forming subassemblies cooperating with one another and withthe subframe to raise and lower the latter with a vehcile aboard.

2. The double-decked parking structure as set forth in claim 1 in which:the front rails are essentially vertical while the rear rails have aslight rearward inclination adapted to elevate the front end of theplatform above the rear end thereof.

3. The double-decked parking structure as set forth in claim 1 in which:the platform includes at least one stop positioned to engage a rearwheel of a vehicle parked thereon and hold same sufficiently far forwardfor the doors of the driver compartment to open clear of the stanchions.

4. The double-decked parking structure as set forth in claim 1 in which:the stanchions project substantially above a vehicle parkedtherebetween, the front tracks extend upwardly from a point adjacent thebase of said stanchions while the rear tracks terminate adjacent the topthereof, and in which the front set of rollers are located alongside theplatform.

5. The double-decked parking structure as set forth in claim 1 in which:a latch means interconnects the bedframe and subframe releasablyfastening the latter in elevated position.

6. The double-decked parking structure as set forth in claim 1 in which:the jack-forming subassemblies comprise a pair of upstandingtransversely spaced parallel hydraulic rams; and, in which the drivemeans comprises a pump connected to deliver hydraulic fluid to thelatter in parallel.

7. The double-decked parking structure as set forth in claim 1 in which:the interengaged rail and roller sets define cooperating grooves andribs that interlock to prevent relative transverse movementtherebetween.

8. The double-decked parking structure as set forth in claim 1 in which:the bedframe includes longitudinally extending base members projectingforwardly of the stanchions to define a stand therefor, the subframeincludes a transversely-extending cross frame element interconnectingthe masts and cooperating therewith to define an arch sized to pass anautomobile moved onto the platform, and in which the jack-formingsubassemblies comprise hydraulic servomotors connected between the basemembers of the bedframe and the cross frame element of the subframe intransversely spaced substantially parallel relation to one another.

9. The double-decked parking structure as set forth in claim 1 in which:the stanchions rise to a height at least as high as that of the roof ofan automobile parked on the platform when the latter is in elevatedposition, the front pair of rails extend from a level adjacent thebottom of the stanchions up at least as high as the elevated platform,and the rear pair of rails extend down along said stanchions from alevel near the top thereof to at least said platform in elevatedposition.

10. The double-decked parking structure as set forth in claim 1 inqhich: at least one wheel-contacting stop is mounted between thestanchions of the bedframe spaced to the rear thereof in position toengage a rear wheel of a vehicle backed thereagainst and locate samesufficiently far forward so that the doors to the driver compartment arefree to open ahead of said stanchions.

11. The double-decked parking structure as set forth in claim 1 inwhich: the platform is formed to provide a shallow trough extendinglongitudinally thereof midway between the side margins adapted todischarge fluids over the ends.

12. The double-decked parking structure as set forth in claim 2 inwhich: the platform includes a transversely spaced pair of parallelwheel-receiving channels terminating at the rear extremity thereof inupstanding wheel-engaging stops adapted to receive and retain afree-wheeling vehicle moving rearwardly thereagainst under the influenceof said platform in tilted condition.

13. The double-decked parking structure as set forth in claim 3 inwhich: the bedframe includes a pair oflongitudinally extending basemembers projecting rearwardly of the stanchions to define a standtherefor and diagonal braces interconnecting said base members andstanchions from a position behind the latter, said brace memberscooperating with said base members and stanchions to define a trussframe adapted to resist the forward bending moment induced in the latterby the forwardly overbalanced subframe.

14. The double-decked parking structure as set forth in claim 5 inwhich: the latch means comprises at least one stop mounted on astanchion, a latch pin mounted on the subframe for movement between anengaged position atop said stop and a disengaged position retracted outof the path thereof, spring means connected to the latch pin normallybiasing same into engaged position, and a release lever connected to thelatch pin operative upon actuation to release same, said release leverbeing accessible to an operator located outside the path of verticalmovement of the subframe.

15. The double-decked parking strucrure as set forth in claim 6 inwhich: the hydraulic rams are of the single-acting type, the pump isconnected to receive fluid from a source thereof and feed same to bothrams simultaneously, a reservoir is connected to receive fluid exhaustedfrom both rams, and a three-position control valve is connected tocontrol the flow of fluid both to and from the rams, said valve having aneutral position operaive to isolate the rams from both the pump andreservoir so as to prevent fluid flow therebetween in either direction,a feed position connecting the rams to the pump while disconnecting themfrom the reservoir, and an exhaust position connecting the rams to thereservoir and disconnecting them from the pump.

16. The double-decked parking structure as set forth in claim 6 inwhich: a second pump is connected in parallel with the first pump, oneof said first and second pumps is motor driven and the second ismanually operated, and in which a check valve is located downstream ofeach pump operative to prevent reverse flow of fluid in one while theother is operating.

17. The double-decked parking structure as set forth in claim 7 inwhich: the rollers are circumferentially grooved and the rails compriseupstanding ribs.

18. The double-decked parking structure as set forth in claim 8 inwhich: the subframe includes overhanging portions projecting beyond themast members out over the base members of the bedframe forwardly of thestanchions, and in which the jack-forming subassemblies are mounted invertical position between the base members of the bedframe and theoverhanging portions of the subframe.

19. The double-decked vertical parking structure as set forth in claim9in which: the front and rear pairs of rollers are spaced apartvertically a distance such that said front roller pair traversesessentially the lower half of the stanchions while said rear pairtranverses the upper half thereof upon movement of the subframe betweenits lowered and elevated positions.

20. The double-decked vertical. parking structure as set forth in claim11 in which: the front end of the platform is tilted to define adownwardly and forwardly sloping ramp when said platform is in loweredposition. I. l f i

1. The elevator for parking automotive vehicles in double-deck stackedrelation which comprises: a bedframe including a pair of uprightstanchions spaced apart transversely a distance adapted to receive anautomotive vehicle therebetween, said stanchions having front and rearpairs of parallel rails extending longitudinally thereof; an elevatablesubframe mounted between the stanchions of the bedframe for verticalmovement between a lowered position at ground level and an elevatedposition raised to a height sufficient to receive a vehicletherebeneath, said subframe including upstanding mast members and frontand Rear pairs of rollers journalled on said mast members for rotationabout transversely-extending horizontal axes spaced one above the otherin parallel relation, said front and rear pairs of rollers beingpositioned and adapted to ride the front and rear pairs of railsrespectively with the latter roller pair rearwardly offset above theformer, and a horizontally disposed vehicle support platform extendingfore and aft between the stanchions in forwardly offset relation theretoso as to continually bias the rollers against their respective tracks; apair of upstanding extendable jack-forming subassemblies positioned intransversely spaced relation adjacent the stanchions and directlyconnected to the mast members of the subframe; and, common drive meansconnected to said jack-forming subassemblies operative upon actuation tosimultaneously actuate same in the same direction and at the same speed,said jack-forming subassemblies cooperating with one another and withthe subframe to raise and lower the latter with a vehcile aboard.
 2. Thedouble-decked parking structure as set forth in claim 1 in which: thefront rails are essentially vertical while the rear rails have a slightrearward inclination adapted to elevate the front end of the platformabove the rear end thereof.
 3. The double-decked parking structure asset forth in claim 1 in which: the platform includes at least one stoppositioned to engage a rear wheel of a vehicle parked thereon and holdsame sufficiently far forward for the doors of the driver compartment toopen clear of the stanchions.
 4. The double-decked parking structure asset forth in claim 1 in which: the stanchions project substantiallyabove a vehicle parked therebetween, the front tracks extend upwardlyfrom a point adjacent the base of said stanchions while the rear tracksterminate adjacent the top thereof, and in which the front set ofrollers are located alongside the platform.
 5. The double-decked parkingstructure as set forth in claim 1 in which: a latch means interconnectsthe bedframe and subframe releasably fastening the latter in elevatedposition.
 6. The double-decked parking structure as set forth in claim 1in which: the jack-forming subassemblies comprise a pair of upstandingtransversely spaced parallel hydraulic rams; and, in which the drivemeans comprises a pump connected to deliver hydraulic fluid to thelatter in parallel.
 7. The double-decked parking structure as set forthin claim 1 in which: the interengaged rail and roller sets definecooperating grooves and ribs that interlock to prevent relativetransverse movement therebetween.
 8. The double-decked parking structureas set forth in claim 1 in which: the bedframe includes longitudinallyextending base members projecting forwardly of the stanchions to definea stand therefor, the subframe includes a transversely-extending crossframe element interconnecting the masts and cooperating therewith todefine an arch sized to pass an automobile moved onto the platform, andin which the jack-forming subassemblies comprise hydraulic servomotorsconnected between the base members of the bedframe and the cross frameelement of the subframe in transversely spaced substantially parallelrelation to one another.
 9. The double-decked parking structure as setforth in claim 1 in which: the stanchions rise to a height at least ashigh as that of the roof of an automobile parked on the platform whenthe latter is in elevated position, the front pair of rails extend froma level adjacent the bottom of the stanchions up at least as high as theelevated platform, and the rear pair of rails extend down along saidstanchions from a level near the top thereof to at least said platformin elevated position.
 10. The double-decked parking structure as setforth in claim 1 in qhich: at least one wheel-contacting stop is mountedbetween the stanchions of the bedframe spaced to the rear thereof inposition to engage a rear wheel of a vehicle backed thereagainst andlocate same sufficIently far forward so that the doors to the drivercompartment are free to open ahead of said stanchions.
 11. Thedouble-decked parking structure as set forth in claim 1 in which: theplatform is formed to provide a shallow trough extending longitudinallythereof midway between the side margins adapted to discharge fluids overthe ends.
 12. The double-decked parking structure as set forth in claim2 in which: the platform includes a transversely spaced pair of parallelwheel-receiving channels terminating at the rear extremity thereof inupstanding wheel-engaging stops adapted to receive and retain afree-wheeling vehicle moving rearwardly thereagainst under the influenceof said platform in tilted condition.
 13. The double-decked parkingstructure as set forth in claim 3 in which: the bedframe includes a pairof longitudinally extending base members projecting rearwardly of thestanchions to define a stand therefor and diagonal bracesinterconnecting said base members and stanchions from a position behindthe latter, said brace members cooperating with said base members andstanchions to define a truss frame adapted to resist the forward bendingmoment induced in the latter by the forwardly overbalanced subframe. 14.The double-decked parking structure as set forth in claim 5 in which:the latch means comprises at least one stop mounted on a stanchion, alatch pin mounted on the subframe for movement between an engagedposition atop said stop and a disengaged position retracted out of thepath thereof, spring means connected to the latch pin normally biasingsame into engaged position, and a release lever connected to the latchpin operative upon actuation to release same, said release lever beingaccessible to an operator located outside the path of vertical movementof the subframe.
 15. The double-decked parking strucrure as set forth inclaim 6 in which: the hydraulic rams are of the single-acting type, thepump is connected to receive fluid from a source thereof and feed sameto both rams simultaneously, a reservoir is connected to receive fluidexhausted from both rams, and a three-position control valve isconnected to control the flow of fluid both to and from the rams, saidvalve having a neutral position operaive to isolate the rams from boththe pump and reservoir so as to prevent fluid flow therebetween ineither direction, a feed position connecting the rams to the pump whiledisconnecting them from the reservoir, and an exhaust positionconnecting the rams to the reservoir and disconnecting them from thepump.
 16. The double-decked parking structure as set forth in claim 6 inwhich: a second pump is connected in parallel with the first pump, oneof said first and second pumps is motor driven and the second ismanually operated, and in which a check valve is located downstream ofeach pump operative to prevent reverse flow of fluid in one while theother is operating.
 17. The double-decked parking structure as set forthin claim 7 in which: the rollers are circumferentially grooved and therails comprise upstanding ribs.
 18. The double-decked parking structureas set forth in claim 8 in which: the subframe includes overhangingportions projecting beyond the mast members out over the base members ofthe bedframe forwardly of the stanchions, and in which the jack-formingsubassemblies are mounted in vertical position between the base membersof the bedframe and the overhanging portions of the subframe.
 19. Thedouble-decked vertical parking structure as set forth in claim 9 inwhich: the front and rear pairs of rollers are spaced apart vertically adistance such that said front roller pair traverses essentially thelower half of the stanchions while said rear pair tranverses the upperhalf thereof upon movement of the subframe between its lowered andelevated positions.
 20. The double-decked vertical parking structure asset forth in claim 11 in which: the front end of the platform is tiltedto define a downwardly and forwardly sloping ramp When said platform isin lowered position.